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    <title>Transport Research International Documentation (TRID)</title>
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
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    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Transport Research International Documentation (TRID)</title>
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      <title>Influence of slack of automatic AAR couplers on longitudinal dynamics and jerk behaviour of rail vehicles</title>
      <link>https://trid.trb.org/View/2239603</link>
      <description><![CDATA[Automatic AAR coupling mechanisms are used worldwide for the inter-connection of rail vehicles. Coupling failures, running instability, longitudinal jerks and other issues limit the usage of these coupling mechanisms. Couplers of these mechanisms require certain slack to facilitate appropriate coupling. The presence of slack even during coupled state allows the possibility of both translational and rotational motions of couplers inside the slack regime. Resulting interaction between contours of interacting coupler heads give rise to impacts and frictional rubbing actions. This study examines the implications of coupler slack on the longitudinal dynamics of rail vehicles. A simplified two degree of freedom model of such a coupling mechanism is developed, incorporating impacts and frictional actions. The study is limited to longitudinal motion, permitting only translational movement between couplers. Intermittent interactions between profiles contours at various contact points due to possible rotation between couplers are not considered. Instead, it is approximated by defining a single contact location manually. This contact location is utilised to estimate resultant impact and friction forces along the longitudinal direction. The coupler system is excited with a harmonic force and simulations are carried out for two explicit values of excitation frequency. It is observed that intermittent impacts and stick-slips resulting from slack are significant in the longitudinal force transfer between two vehicles and cause steep variations in acceleration, which in turn become the cause for jerks of considerable magnitude. Considerably higher magnitude jerks are observed at higher excitation frequencies than those at lower excitation frequencies. It is concluded that a smaller averaging sample time for acceleration is required for realistic jerk computations.]]></description>
      <pubDate>Fri, 06 Oct 2023 08:38:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/2239603</guid>
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      <title>Greater Visibility</title>
      <link>https://trid.trb.org/View/1760685</link>
      <description><![CDATA[Advanced technologies are bringing more visibility to critical railcar components and offering the potential for improved rail safety and maintenance. This article examines Railinc’s Component Tracking program, a multi-phase, multi-year initiative to create a process and related technology tools for capturing railcar equipment component data. Manufacturers can register their components in Umler® and these components can then be associated with railroad equipment later. The article explores how the American Association of Railroads (AAR) Technical Service Group's Wheel, Axles, Bearings & Lubrication (WABL) Committee has overseen the implementation and testing of new technologies for rail components.]]></description>
      <pubDate>Wed, 30 Dec 2020 11:53:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/1760685</guid>
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    <item>
      <title>Analysis of Surface Transportation Board Waybill Data for Freight Planning and Operations</title>
      <link>https://trid.trb.org/View/1753516</link>
      <description><![CDATA[There is an extensive range of available data for multimodal freight planning and operations decision-making. Even so, the freight data available is often inadequate for timely and precise analysis on modal freight movements due to numerous shortcomings in data sources, including sample size concerns, aggregation of information, precision and accuracy, timeliness, ownership and accessibility, and the alignment and scope of data for the needed analysis. The objective of this study is to review the Surface Transportation Board (STB) rail waybill data, analyze it, and examine the adequacy of the data for state planning and operations decision-making. The study starts with a review of the waybill data, focusing on aspects including accessibility, composition, quality, and usability of the data. The study also compares the waybill data against alternate databases, specifically the Association of American Railroads (AAR) rail data, to weigh the waybill data’s strengths and shortcomings and suggest where alternate sources should supplement the waybill data depending on analytical needs.]]></description>
      <pubDate>Mon, 14 Dec 2020 09:14:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/1753516</guid>
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    <item>
      <title>Rolling Asset Health</title>
      <link>https://trid.trb.org/View/1725438</link>
      <description><![CDATA[This article examines continued efforts to ensure rail operation safety and efficiency via the monitoring and maintenance of railroad rolling assets. Tools and processes including condition-based detection systems, data mining via data warehousing,  Big Data systems and advanced analytics all support the health of the freight car fleet. The article profiles the Association of American Railroads (AAR)'s Asset Health Strategic Initiative (AHSI) program, which covers the rolling stock health cycle, including prevention, detection, planning, movement, repair and interline settlement. The article also profiles four systems used by the North American rail industry to help advance safe and efficient rail operations: the UMLER© equipment database; the Equipment Health Management System (EHMS); the AAR Component Tracking Program; and Damaged and Defective Car Tracking (DDCT).]]></description>
      <pubDate>Mon, 31 Aug 2020 17:40:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/1725438</guid>
    </item>
    <item>
      <title>Perplexing Market, Tepid Mood</title>
      <link>https://trid.trb.org/View/1725436</link>
      <description><![CDATA[This guide to equipment leasing reports on the current state of the railcar market, where the continuing evolution of Precision Scheduled Railroading (PSR) and decreases in loading has put negative pressure on demand for railcars in the lease markets. The article offers an analysis of Casualty Prevention Circulars (CPC) 1338, which was issued by the Association of American Railroads (AAR) in 2018. CPC-1338 revises definitions and shop certification requirements put forth by the AAR Manual of Standards and Recommended Practices, Section C, Part III, Specifications for Tank Cars, increasing the number of facilities that require shop certification.]]></description>
      <pubDate>Mon, 31 Aug 2020 17:40:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/1725436</guid>
    </item>
    <item>
      <title>Accelerating Implementation of ECP Brake Emulator Technology</title>
      <link>https://trid.trb.org/View/1644238</link>
      <description><![CDATA[One of the major barriers to implementation of Electronically Controlled Pneumatic (ECP) brake technology is a freight car’s interchange requirement, i.e., it should run in trains made of interchange qualified car. An overlay ECP or an ECP emulator can address this barrier. This project advanced an ECP emulator developed during the early development phase of ECP technology. The efforts included procuring a representative set of the emulator equipment, identifying and developing necessary upgrades, and conducting testing, laboratory testing for compliance with the Association of American Railroads’ (AAR) industry standard S-4200. Sharma & Associates, Inc. (SA) procured three sets of ECP car brake equipment and a locomotive control stand with head-end unit. After initial functional testing, a required hardware and software upgrade for S-4200 compliance were identified, and three modules were developed for communication, brake control, and car sequencing and identification functions. The existing software was split to align with the three module’s functions and developed further to meet S-4200 standards. Evaluation of the upgraded emulator in the laboratory was completed, including limited fault testing. Interoperability compliance tests, including a field demonstration with other ECP industry vendor’s equipment, are recommended to establish the emulator as S-4200 compliant.]]></description>
      <pubDate>Wed, 21 Aug 2019 21:13:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/1644238</guid>
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    <item>
      <title>Our Man on the Hill</title>
      <link>https://trid.trb.org/View/1581917</link>
      <description><![CDATA[This article looks back at Ed Hamberger’s 20-year career with the Association of American Railroads (AAR), as he prepares to step down as the organization’s President and CEO. It highlights many of Hamberger’s most significant accomplishments and the impact they have had on the rail transportation industry. Hamberger's leadership during industry negotiations with Congress on economic regulation legislation, his championing of improved benefits for rail employees, and his advocacy for railroad safety and security are discussed.]]></description>
      <pubDate>Tue, 26 Feb 2019 09:41:11 GMT</pubDate>
      <guid>https://trid.trb.org/View/1581917</guid>
    </item>
    <item>
      <title>Freight Rail Pricing: Contracts Provide Shippers and Railroads Flexibility, but High Rates Concern Some Shippers</title>
      <link>https://trid.trb.org/View/1436980</link>
      <description><![CDATA[The nation’s freight rail network is vital to the economy, moving about 40 percent of U.S. freight and generating over $73 billion in revenue in 2013. Railroads charge various rates for moving freight from a particular origin to a particular destination. A rate may be set by the railroad in a public pricing document—known as a tariff—or negotiated through a private contract with a shipper. While most freight ships under contract, some shippers have raised concerns with how railroads negotiate contracts that contain multiple origin-to-destination routes. Though shippers that use rail to transport freight under tariff may seek relief from Surface Transportation Board (STB) for rates they view as unreasonable, STB has authority to review tariff rates, but not contract rates. The Surface Transportation Board Reauthorization Act of 2015 included a provision for the U.S. Government Accountability Office (GAO) to review rail transportation contract proposals containing multiple origin-to-destination routes. This report addresses (1) similarities and differences in shipping freight under a tariff versus a contract, and the potential benefits to using each, and (2) views of selected stakeholders on the implications of shipping freight under a tariff versus a contract. GAO analyzed STB data from 2005 to 2014, reviewed documents provided by and interviewed representatives of the four largest freight railroads, the Association of American Railroads, STB officials, and representatives of nine shippers selected to represent a mix of commodities transported by rail.]]></description>
      <pubDate>Wed, 21 Dec 2016 11:27:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/1436980</guid>
    </item>
    <item>
      <title>Federal Railroad Administration (FRA) Positive Train Control (PTC) Implementation Planning Guide</title>
      <link>https://trid.trb.org/View/1425896</link>
      <description><![CDATA[The purpose of this document is to provide general guidance to railroads for planning and implementing any Positive Train Control (PTC) system. While several PTC systems have received Federal Railroad Administration (FRA) Type Approval in the United States, including Advanced Civil Speed Enforcement System (ACSES) and Incremental Train Control System (ITCS), this document focuses primarily on the tasks necessary to implement the Interoperable Train Control (ITC) PTC System, leveraging the Association of American Railroad (AAR) ITC PTC standards and industry practices to provide guidance for achieving interoperability with Class I railroads that also are implementing an ITC PTC system. In addition, many of the subjects covered in the document are useful for the implementation of any PTC system. This document also addresses tasks required of railroads that operate as tenants on PTC-enabled subdivisions as well as tasks required of host railroads that own, operate, and dispatch trains on PTC-enabled subdivisions.]]></description>
      <pubDate>Tue, 25 Oct 2016 10:05:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/1425896</guid>
    </item>
    <item>
      <title>Heavy Axle Load (HAL) Revenue Service Tests at Eastern &amp; Western Mega-Sites</title>
      <link>https://trid.trb.org/View/1367422</link>
      <description><![CDATA[This project will continue support to the Association of American Railroads (AAR) revenue service test sites.  Results have been achieved on the performance of different rail types, grinding and lubrication.  Other track components are also tested.]]></description>
      <pubDate>Mon, 31 Aug 2015 11:27:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/1367422</guid>
    </item>
    <item>
      <title>Introduction of Heavy Axle Loads by the North American Rail Industry</title>
      <link>https://trid.trb.org/View/1265757</link>
      <description><![CDATA[The Association of American Railroads (AAR) initiated the Heavy Axle Load (HAL) Research Program in 1988 in order to “provide guidance to the North American railroad industry about whether to increase axle loads and to determine the most economic payload consistent with safety” (Kalay and Martland 2001). The research demonstrated the technical feasibility and economic desirability of increasing axle loads and the ability of technology to mitigate the adverse effects of heavier loads. In 1991, the industry decided to accept cars with 286,000 lb. gross vehicle weight (286k GVW) in interchange service. Since then, more than 90% of all bulk equipment acquired has been rated for 286k GVW. By 2010, nearly 100% of coal traffic and 30% of general freight moved in 286k loads. Technological improvements resulting from the HAL research program have been critical in enabling the industry to reduce costs of 286k operations. Stronger materials, better designs, and improved maintenance techniques reduced life cycle costs for rail and other track components. Bridge costs did not increase as much as expected, because of technological developments and better understanding of their ability to withstand HAL loads. Net benefits of HAL operations to railroads, suppliers, and their customers were approximately $6 billion between 1994 and 2010. Annual net benefits exceeded $600 million in 2010. Benefits included reductions in equipment expense, more efficient operations, and increases in line capacity. Given the technological advances in railroad engineering over the past 20 years, further increases in GVW or loading density should now be considered.]]></description>
      <pubDate>Mon, 04 Nov 2013 14:01:05 GMT</pubDate>
      <guid>https://trid.trb.org/View/1265757</guid>
    </item>
    <item>
      <title>Heavy-axle-load Revenue Service Mega Site Testing 2005-2012</title>
      <link>https://trid.trb.org/View/1247805</link>
      <description><![CDATA[The Association of American Railroads (AAR) and the Federal Railroad Administration (FRA) have jointly funded a heavy-axle-load (HAL) revenue service testing program since 2005. The program has several objectives. One objective is to determine the effects of HAL traffic on track infrastructure by supplementing test activities that are performed at the Facility for Accelerated Service Testing (FAST) with a wide range of track, operation and climate conditions. A second objective is to identify potential issues that negatively affect HAL operations and a third objective is to test and monitor new and alternative track designs and materials. The article also presents improved track maintenance procedures that are intended to mitigate adverse effects of HAL track on track degradation of two revenue service mega sites. One mega site is in Bluefield, West Virginia and the other one is in Ogallala, Nebraska.]]></description>
      <pubDate>Wed, 17 Apr 2013 08:55:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/1247805</guid>
    </item>
    <item>
      <title>Scheduling freight trains traveling on complex networks</title>
      <link>https://trid.trb.org/View/1108819</link>
      <description><![CDATA[In the US, freight railways are one of the major means to transport goods from ports to inland destinations. According to the Association of American Railroad's study, rail companies move more than 40% of the nation's total freight. Given the fact that the freight railway industry is already running without much excess capacity, better planning and scheduling tools are needed to effectively manage the scarce resources, in order to cope with the rapidly increasing demand for railway transportation. This research develops optimization-based approaches for scheduling of freight trains. Two mathematical formulations of the scheduling problem are first introduced. One assumes the path of each train, which is the track segments each train uses, is given and the other one relaxes this assumption. Several heuristics based on mixtures of the two formulations are proposed. The proposed algorithms are able to outperform two existing heuristics, namely a simple look-ahead greedy heuristic and a global neighborhood search algorithm, in terms of railway total train delay. For large networks, two algorithms based on the idea of decomposition are developed and are shown to significantly outperform two existing algorithms.]]></description>
      <pubDate>Mon, 22 Aug 2011 07:51:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/1108819</guid>
    </item>
    <item>
      <title>Replacement Cost as Rate Base: The Recapture Experience</title>
      <link>https://trid.trb.org/View/1103884</link>
      <description><![CDATA[In October 2008, the Surface Transportation Board (STB) rejected an Association of American Railroads (AAR) proposal that replacement costs as a measure of railroad assets, rather than depreciated original cost, be used in the determination of railroad revenue adequacy under 49 USC §10704. The STB did so largely because of what it regarded as insuperable practical difficulties in ascertaining the value of excess capacity assets that should not be included in replacement costs. In the 1920s, under a very different statutory regime, the Interstate Commerce Commission (ICC) was indeed required to consider replacement costs, among other factors, in determining railroad revenue adequacy. In light of the AAR's recent proposal, this paper looks at how the replacement cost measure of transportation assets actually worked in practice earlier under the jurisdiction of the ICC.]]></description>
      <pubDate>Tue, 21 Jun 2011 09:28:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/1103884</guid>
    </item>
    <item>
      <title>Advances in Special Trackwork Design and Materials</title>
      <link>https://trid.trb.org/View/917433</link>
      <description><![CDATA[Improvements in the performance of special trackwork (i.e., switches, frogs, turnouts, and crossing diamonds) have contributed significantly to the improvement in safety, capacity, and efficiency experienced by North American railways during the past 20 years. More of the same improvement is expected in the future as advances in analysis, design, and maintenance made by railroads, suppliers, and researchers are further exploited. This article then, describes recent industry-sponsored advances in special trackwork design and materials from work conducted by Transportation Technology Center, Incorporated, for the Association of American Railroads (AAR), under the AAR Strategic Research Initiatives Program. A brief status update is presented for the following current research and development projects: 1) flange-bearing turnout frogs, 2) flange-bearing frog diamond crossings, 3) frog materials, and 4) more durable switch points.]]></description>
      <pubDate>Mon, 24 May 2010 14:07:54 GMT</pubDate>
      <guid>https://trid.trb.org/View/917433</guid>
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